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Engine Development Directorate Research Designs and Standards Organisation Manak Nagar, Lucknow-226011

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Engine Development Directorate Research Designs and Standards Organisation Manak Nagar, Lucknow-226011 Draft Specification No. TS/ED/2012/65 GOVERNMENT OF INDIA MINISTRY OF RAILWAYS TECHNICAL SPECIFICATION FOR DEVELOPMENT OF ELECTRONIC UNIT INJECTOR (EUI) FUEL SYSTEM FOR DLW BUILT 16-CYLINDER 4500 HP EMD 710 G3B LOCOMOTIVES Specification No. TS/ED/2012/65 June-2013 Engine Development Directorate Research Designs and Standards Organisation Manak Nagar, Lucknow-226011 Page 1 of 22 Draft Specification No. TS/ED/2012/65 1. INTRODUCTION Indian Railways wants to develop an Electronic Unit Injector System (EUI) for its 2-stroke EMD design 710 G3B engines. At present these engines are fitted with mechanical unit injectors (MUI). EUI once developed, will be retrofitted on the existing MUI equipped locomotive engines and also on newly manufactured engines at DLW. This specification establishes the minimum requirements for the electronic unit injector system. This system is intended to be used for injecting fuel for combustion in the cylinders of EMD-DLW Model 710 diesel engines. Electronic Unit Injectors will be located in the top deck of the engines. 2. SCOPE OF WORK Bidder shall design, develop and manufacture prototype EUI for the EMD design 710 G3B engines (being used by Indian Railways on their high horsepower locomotives). Bidder will first test the system at their premises to ensure compliance to design parameters. Bidder will then supply the developed EUI system to engine development directorate of RDSO for carrying out its full engine performance, emissions, combustion and endurance testing and ECU calibration. For this purpose bidder will require to develop relevant interfacing hardware and software with the engine test bed controller at engine development directorate, RDSO. EUI developed and supplied by the bidder shall be able to meet the acceptance criteria on the engine development directorate test bed. Acceptance criteria are given in following paragraphs. After successful completion of the test bed trials, same EUI system shall be dismantled from the test bed engine at RDSO and fitted on a locomotive engine at DLW. Locomotive fitted with the EUI system shall be tested on the load box to verify compliance to the acceptance criteria as given in the following paragraphs. After successful load box testing of the EUI fitted locomotive, this locomotive shall be subjected to six months field trials for Reliability Verification Testing (RVT). Any problems (design, manufacturing, operating etc.) arising during the field trials shall be addressed by the bidder in consultation with engine development directorate, RDSO. 3. TECHNICAL REQUIREMENTS 3.1. Proven Design The EUI system shall be of a proven design. Customization of an existing design to suit the requirements of Indian Railways (IR) is acceptable. 3.2. Mounting Arrangements The complete system including the electronics and transducers shall be mounted on the engine or in the locomotive cab. During the trial stage on test bed, the ECU and DC-DC converter will be installed in control room. Page 2 of 22 Draft Specification No. TS/ED/2012/65 3.3. Other Design Requirements To ensure easy fitment, the following restrictions in the design shall apply: 3.3.1. The EUI system shall be designed in such a manner, that no major modification to the existing engine shall be required for its fitment. EUI shall be a drop in replacement for the mechanical unit injector. 3.3.2. Only minor modifications in the existing locomotive fuel oil circuit shall be required. Any special requirements such as additional/improved filters shall form part of the EUI system. 3.3.3. Bidder shall provide design support for any design changes needed on the engine parts to use the EUI system. Fitment of camshaft/crankshaft speed & position sensors shall not require any major design modifications. Sensors for pressure & temperature measurement shall be mounted on the existing lube oil/ water/ air circuit at suitable locations. 3.3.4. No leakage/seepage will be permissible in the fuel circuit, EUI system, Check valve etc. 3.3.5. Engine Control Unit (ECU) shall be interfaced with the notch signal of the micro- processor control system of the locomotive. Separate provision of hardware/software for the purpose will be part of the system. The ECU shall also be capable of interfacing with the Test cell controllers of the Engine Development Directorate at RDSO. Separate hardware shall be provided for interfacing the ECU with the Test control system at RDSO. 3.3.6. Cables of EUI system should be high temperature resistant (upto 300 ºC) for example covered with Teflon or other suitable high temperature resistant covering material. 3.3.7. Engine design data and engine configuration data are enclosed at annexure 1 and 2 respectively. 3.3.8. General requirement for guidance of bidders is enclosed at annexure 4. 3.4. Safety Requirements The EUI system, i.e. both the electronic and the mechanical portions, shall be so designed that safety of the locomotive and personnel is not compromised. Following points shall be specifically ensured. 3.4.1. There shall be no fire hazard from any type of electrical short circuit. 3.4.2. Fuel supply to injectors shall be cut off as soon as the engine stops. This is necessary to prevent fuel oil from dribbling in to the cylinder due to faulty injector operation. 3.5. Redundancy 100% redundancy shall be provided for the sensors and devices whose failure can lead to unsafe operation of the engine. For those sensors, where 100% redundancy has not been provided, a fail-safe, fall-back strategy shall be adopted for all likely failures. Failure of any single component/ sensor/ sub-system shall not lead to a complete shutdown of the engine. Limp home capability shall be built-in. Page 3 of 22 Draft Specification No. TS/ED/2012/65 3.6. Preventive Maintenance No maintenance including inspection of any type shall be required before 180 days. The bidder shall specify the preventive maintenance schedule required. Care shall be taken by the bidder to ensure that these schedules match the existing locomotive schedules, and the least work content in these schedules shall be preferred. 3.7. Functional requirements 3.7.1. Application - The injector envelope is defined by the cylinder head for the EMD 710 engine. The envelope is also defined by the space available between exhaust valve bridges. The injector will be held in the cylinder head with a crab. 3.7.2. The injector will be supplied with fuel using flexible fuel jumpers made of extruded polytetrafluoroethylene with a continuous conductive path protected by stainless steel braiding. The nominal I.D. of the jumper is 0.406 inches. 3.7.3. The fuel system is a through-system, not a dead-end system. Each injector has a fuel inlet and outlet port. 3.7.4. Electronic Unit injector (EUI) Adjustment Features Free adjustment of begin of delivery should be possible within cam related borders depending on engine demand (load and speed). Individual control of fuel delivery for each cylinder should be possible. Emergency Stop Immediate stop of delivery by non-energizing of valve to prevent over-fuelling in case of sudden load drop. Injector Operating Parameters The injector will operate in a two stroke cycle engine rated for 4500 BHP at 954 rpm maximum, and idle at 200 rpm. The injectors are required to operate to the following parameters listed in Table 1. With the solenoid control valve closed, the injector must not lose more than 100 psi fuel pressure in twelve seconds at an initial fuel pressure of 550 psi. Table 1: Injector performance parameters PARAMETER 16-710 G3B TURBOCHARGED LOCOMOTIVE WDG4, WDP4 Page 4 of 22 Draft Specification No. TS/ED/2012/65 MODEL PLUNGER DIA 0.563 (inch) NORMAL OUTPUT 950(1100 MAX.) (mm3/stroke) MINIMUMOUTPUT 61 (mm3/stroke) INJECTION RATE 55 (mm3/crank degree) STROKE PER 900 MINUTE (Typical rated speed) STROKE PER 200 MINUTE (minimum rated speed) STROKE PER 1020 MINUTE (max. speed) PEAK ROCKER 3500 ARM LOAD (lbs) PLUNGER STROKE 0.75 (inch) INJECTION 14500-17500 PRESSURE (psi) PEAK INJECTION 18000 PRESSURE (psi) VALVE OPENING 3100±300 PRESSURE (psi) VALVE CLOSING 2100-2550 PRESSURE (psi) Page 5 of 22 Draft Specification No. TS/ED/2012/65 Injector Calibration The injector to injector calibration on new injectors is allowed a variance of ± 3%. Injector must be electronic trim capable with appropriate codes assigned at injector calibration. Calibration codes shall be defined for every 0.5% change in output, with a tolerance of 0.25% for each code. Injector Spray Tip The distance from the cylinder head fire face to apex of the spray tip included angle must be 0.058 ± 0.005 inches. The spray tip body is to be identified as to oil flow range by marking of spray tip assemblies within 0.05 L/Min categories. The spray tip is to be marked with the number of holes, the diameter of spray hole and the included spray angle. This is required in order to identify the type of the spray tip without disassembly of the injector. For example, a 6 hole with 0.0160 inches spray hole diameter and 150° included spray angle would be marked 6-0160-150. Table 2 lists the spray tip configuration Table 2: Spray tip configuration . NUMBER OF SIZE OF INCLUDED NEEDLE SPRAY HOLES (in.) ANGLE (±2°) LIFT (in.) HOLES (ref) (±0.003) 6 0.0160 150° 0.018 Injector Grounding The resistance from the injector body to either solenoid terminal must be greater than 10 mega ohms. The injector must withstand a HI-POT test from injector body to either solenoid terminal of 1500 volts DC for 200 seconds with less than 200 micro amps leakage current. Injector Electrical Connectors Page 6 of 22 Draft Specification No.
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